Collision and torpedo mat and apparatus for manipulating same.



w. B. VANDERLIP.

COLLISION AND TORPEDO MAT AND APPARATUS FOR MANIPULATING SAME. APPLICATION FILED JULY H.19I7.

1,265,555. Patented May 7,1918.

2 SHEETS-SHEET I.

9 wuewtoz W3. cZerZz' 369%): fla 6' W. B. VANDERLIP. COLLISION AND TORPEDO MAT AND APPARATUS FOR MANIPULATING SAME. APPLICATlON FILED JULY n.19n.

1,265,555. Patented May 7,1918.

2 SHEETS-SHEET 2.

. VZETWUW/ ZZ g @1 (Dionne-13 {jp sioN nn ag-Past me nnln-Arranarus non MANIPULATING SAME.

Patented May7,1918.

'i i .gap gaai new 11, 1917'. Serial No. 179,327.

To all whom it maycoiicem: 1 f Be it knownthat I, WAs iN e'roN BIV N- nrnmr, a -citizenf of ,the United States, and

I ltil i 'rif New york', in the county of 5],.{ewYorlr and State of Newjt ork, have injmnted,certain new and" useful Improvefments eonate and Torpedo ,Mats and igappai'ajtus gj for Manipulating; Same, of

meetthese conditions, and consistsin the which the folh'iwing is a specification; '1 10, Thepresent invention relates to improve- .ment's in collisionandtorpedomats and ap- ,p'aratu's for manipulating the same.

Many steamships or other sailing vessels, H now lost as the result of collision, torpedoing, etc, could be sa ved or kept from sinking uick-1y if theamount of water entering beliinited. In many cases, this limitation has been providedby the application of a :collision mat gwer the opening made, but 2 0 such instances are few and b are generally possible onlywh'erc' L116 h leLmade doesnot lextend materially below thej water line, so

that-the accumulation offwater willnot be I suflicientto sink Lt-he fvessel before ,a ma ke- ZB-shift'mat can be rig'ged iip andplaced in {positions Since the formation and rigging 4' of a Collision mat, under present conditions,

requires a considerable length of time, the

- percentage .of.,v'essels' ,saved by this rn'ethod go' lis'small; the vessel sinking before a matcan .be producedanda'placed injposition I h The present invention is designed" to overcome these conditions to a co'nsiderable extentbymaking itpossibleto place aimat 351m position over the". opening in a 'short 1;; [space of time'fFor 'instance, under the operations' of lthelpresent invention, it is possible to position .lan, efiicient over an opening amidship' within ,ak period of, ap-

)roximat'ely, 'thre'e ininutes fromth'etime of explosion, even where the mat has a size offorty-feet in lengthbyeighteen feet in q width, an areasuflicient'to provide a proper covering for. the largestsized openings gen- -erally produced bytorpedoes." As vessels generally do not sinkinsuch a-short period of time, it is possiblenot only-to increase the lengthoftime required forljthe vessel to i sink, where the injury is. too bad to permit fjsaving permit the vessel to be savedll.

' for this purpose is nio'revlor less 7 dependent on anumber offactors; For, example, its I "the elements.

of the-vessel, but, in,-most cases,,t v

.= Illhe v-successful operat-ion" ,of apparatus 1 be another factor. In addition, the appa come deteriorated by having essential elements normally locatedin the water where iratus should not interfere with the move-. T

ments ofthe vessel, and'it should not bechemical action may affect the integrity of The present invention is designed to improved construction and combination of parts hereinafter fully described, illustrated 1n, the accompanying drawings, and more particularly pointed out in the appended claims.

vation-parts being broken awayofthe bow of a vessel equipped with apparatus according. to the present invention. v

one form of trolley support.

similar parts in V Fig. :2 is a fragmentary View inside ele- '\"21l}lOIl showlng a mat in position overan openlng 1n the hullof the vessel, I

Fig. l is a detail sectional view of a preferred mat structure. 1

Fig. 5 is a diagrammatic View of a vessel With the mat in position.

,1 Fig. 6 is a detail elevation showing the manner in which ported. o

Figs. 7 to 10,. inclusive, are diagrammatic "views indicating successive. stages 'in'; the

"manipulation of the apparatus.

the mat is normally sup- The mat structuremay be of any suitable type, that preferred being formed ofcanvas plies or layers 20 of the desired length andwidth, these layers being connected together in suitable manner and having steel or other metal rods or pipes 21 extending Qtherebetween, as, for, instance, shown in Fig. 4. The rods 21 extend lengthwise of 'the mat, preferably in parallel relation,

being spaced apart suitable distances. The upper end of the'mat is preferably secured to a steel angle bar 22 by suitable means,

asby lashings. If"des'ired,fthe lower end may be similarly formed. This general arrangement will not only permit of ready apart. a distance of' j approximately Dfive collapsing, as. by folding or' rolling, but, i with the use of rods, of f one-half to threefourths of aninch'in diameter, and spaced wh -apeli sltheeaxaa a mma T- n t em n r s meaefle iis collapsed and and above track 25.

v trolley hanger 32,

in 7. line coil type suitable 's1ze at ble steel mat which may have a length of forty feet and over, and a widthof eighteen feet or more, amat capable of completely covering the hole made by a torpedo, and having a strength suiiicient to withstand such water pressures as the mat is required to resist.

The mat, when positioned for emergencies, secured in such condition by suitable 'lashings 30. The folded mat is supported outboard by a suitable trolley structure, this structure being shown as a plurahty of trolley units23, each unit having a pair of wheels 2 L adapted to travel on a track 25, and a guiding member 26 overhanging a track 2-7 extending parallel to Tracks 25 and 27 preterably extend from bow to stern outside of the vessel adjacent the rail. Units 28 may be independent of each other, but I prefer to connect them together by a suitable line 28. The several units are connected to bar 22 by lashings29. Obviously,any desired number of units may be employed.

I prefer to employ at least two mat structures, oneto starboard and the other to port, these being normally positioned at the bow of the vessel. As shown in Fig. 1, the gen eral arrangement brings the triced collapsed mat close to the rail of the vessel above the water line and at a point close to the bow. As will. be understood, the general trolley structure is such that the mat can be stored away and quickly placed in position when approaching a point of possible danger.

By means of the trolley arrangement, the

; mat can be quickly shifted to any point and the manner of their manipulation in the positioning operation.-- V

Fig. 7 indicates diagrammatically the normal arrangement of parts,mat a being positioned on the starboard side and .mat b on the port side. for mat a, thislinehavingoneend secured centrally of the bottom o'l'the mat (Fig. 2), from which point it leads successively to a coil'323 a sand bag32 a coil 32 and a these parts being. arranged.ondeck, preferably about as shown Coils 32 and 32.are of the usual which permits of unwinding in both directions without fouling. Bag 32* is of a size to carry a suitable quantity. of gravel or sand for instance, 300 pounds and ispreferably formed with an opening of its bottom, this opening being normally closed by a string or lash locatedfover for instance, a

readily released. The keel line 33 for mat b is of similar arrangement.

Assuming the mat crew to be at their stations on the deck and a torpedoexplosion as taking place on the starboard side, keel line-32 is thrown over the bow of thevessel as indicated in Fig. 8, coil 32* being thrown to starboard, coil 82 to port, trolley hanger 32 placed in position on the port tracks 25 and 27, aft of mat b, and the sand bag 32 after destroying the lashing of the bag opening, tossed over the bow. This action causes the sand bag to carry the keel line beneath the keel, the two ends of the line being connected to the bottom of the mat a on one side of the vessel, both ends being easily carried aft by reason of the trolley arrangement.

The lashings which normally position the mat and trolley structure at the bow are now out, and the mat drawn aft by hauling line or lines 81 until the mat (still collapsed) reaches a position above the hole. The lashings of lines 84: (which lead from bar 22 over the rail) are cut, and the inner ends of such lines hitched to any convenient part 01 the vessel deck. For instance, in Fig. 9, one line is shown as hitched to a stairway, another to stanchions, and others to I-bolts.

Lashings 30 are now cut, permitting the mat to open out, and the opposite end of the keel line removed from hanger 32 and brought inboard. Lashings 29 are then cut by paying out lines 34, until it is properly thehole (Fig. 2), the keel line being drawn in; over the port rail to aid in this operation, the free end of this line being secured in position by suitable means, as, block and tackle 35, which may be secured at one end to the starboard rail. i

As will be understood, the opening in bag 32" has permitted the contentsv to'be discharged, so that by the time the final securing is had-'a period of less than four minutes with a trained crew -the bag will be empty and ofie'r no material weightto be taken care of, nor obstacles to [outer lash lines. 32 indicates the keel line The positioning of the mat plugs the hole and prevents material ingress of water, the

.mat structure being of a type which will withstand the water pressures which may be encountered; If desired, additional lines may then be placed. in position over the mat by applying a sand bag tothe line and casting it over thebow of the vessel,'the ends of the lines then being brought-inboardand secured in position. H I

As will be understood, the all-important factors are met by this arrangement. i The question of weight of mat is practically eliminated by the moved on a predetermined trackway while fact that the mat is the mat is collapsed and hence not impeded by the water. The mat may therefore be of any desired size and of substantial material, insuring that the hole will be efliciently plugged and closed, ample portions of the mat extending over the adjacent parts of the hull to aid in maintaining the integrity of the mat.

The time required to position the mat is reduced to a minimum. With the crew at their stations, when entering the danger zones, the manipulations can be started the instant the explosion takes place and it becomes known whether the explosion is on the starboard or port side. The keel line is thrown overboard while the exact point of explosion is being ascertained and the mat and free end of the keel line started aft without delay, by drawing on lines 31. which may normally extend along the rail in position to be grasped by assistants to bring the mat quickly-to position. The downward movement of the mat may be had with rapidity, closing the opening by the pressure of the water, the largely increased size of the mat preventing it from being forced through the opening, so that closing may be had prior to the securing of the lines in position.

The mat in secured position provides an ei'licient closure, it being understood that torpedo explosions are generally inward, so that no material rough edges are presented externally. The manner in which the lines are secured to the vessel insures the mat remaining in position. Rapid closing of the opening will ofttimes prevent the entrance of sufficient water to endanger the vessel through internal explosions.

The cost of installation is relatively small, the portability of the mat enabling the vessel to be protected by the use of but two mats, this portability increasing the rapidity of operation by reason of the fact that the proper keel line may be made ready in advance of determining the exact location of the opening.

All of the elements are normally above the water line and therefore oifer no resistance to the normal movement of the vessel and at the same time any deteriorating efiect of the water is prevented.

While I have herein shown and described a preferred arrangement of parts and of manipulating them, it is obvious that variations and modifications therein may be found necessary or desirable to meet the exigencies of service conditions, and I there fore desire to be understood as reserving the right to make any and all such changes or modifications therein as may be found essential or desirable in so far as the same" are permitted by the spirit and scope of the invention as expressed in the accompanying claims when broadly construed.

Having thus described my invention, what I claim as new is:

1. The combination with a vessel of an outboard support extending in the direction of the length of the vessel and a mat structure normally carried by and shiftable lengthwise on said support, said structure having means connected with the support to permit positioning of the mat over an opening in the hull, said means including a keel line connected to the mat structure and carrying a weight operative to sink the line when cast overboard and gradually decrease the weight factor during travel of the line to position.

2. The combination with a vessel of an outboard trolley support, extending in the direction of length of the vessel above the water line, a mat structure having a trolley unit mounted and rapidly shiftable on the support, detachable means between the trolley unit and mat to permit the latter to be positioned over an opening in the hull, said mat structure including positioning lines normally carried thereby and adapted to be rapidly secured inboard at the point of structure application and in advance of release of the detachable connections, and a keel line connected to the mat structure and carrying a weight operative to sink the line when cast overboard and gradually decrease the weight factor during travel of the line to position.

3. As a means for rapidly positioning a mat over an opening in. the hull of a vessel, an outboard support extending in the direction of length of the vessel, a mat structure normally carried by and shiftable lengthwise on said support, a keel line connected to the mat and having means normally located inboard to permit its rapid positioning beneath the keel of the vessel, said keel line carrying a weight structure operative to sink the line when cast overboard and gradually decrease the weight factor during travel of the line to position, detachable connections between the mat and its support, and lines for supporting the mat when detached from the support.

4. The combination with a vessel, of outboard supports extending in the direction of length of the opposite sides of the vessel above the water line, a mat structure carried by and shiftable lengthwise on one of said supports, said structure being normally positioned at the bow of the vessel, a keel line connected to the mat structure and having a hanger at its free end normally located inboard and adapted to be mounted on the support at the opposite side of the vessel, said line having means whereby it may be cast over the bow of the vessel and positioned beneath the vessel keel, detachable connections between the mat and its support whereby the mat may be located above a hull opening to be closed, detaching of the mat from its support, permitting the mat to be lowered over the opening, and means for supporting the mat in its lowered position.

5. The combination with a vessel, of outboard supports extending in the direction of length of the opposite sides of the vessel above the water line, a mat structure carried by and shiftable lengthwise on one of said supports, said structure being normally positioned at the bow of the vessel, a keel line connected to the mat structure and having a hanger at its free end adapted to be mounted on the support at the opposite side of the vessel, said line having means whereby it may be cast over the bow of the vessel and positioned beneath the vessel keel, detachable connections between the mat and its support, whereby the mat may be located above a hull opening to be closed, detaching of the mat from its support permitting the mat to be lowered over the opening and means including the keel line for maintaining the mat in its lowered position.

6. The combination with a vessel, of outboard supports extending in the direction of length of the opposite sides of the vessel above the water line, independent mat structures for and shiftable lengthwise of the supports, said structures being normally positioned at the bow of the vessel, and means individual to each structure for rapidly positioning it at its point of application relative to the hull of the vessel,said means including a securing line normally located inboard, said line having one end secured to the mat structure and having its other end carrying a member adapted to be positioned on the opposite support.

7 The combination with a vessel, of outboard supports extending in the direction of length of the opposite sides of the vessel above the water line, independent mat structures for and shiftable lengthwise of the supports, said structures being normally positioned at the bow of the vessel, and means individual to each structure for rapidly positioning it at its point of application relative to the hull of the vessel, said means including a securing line normally located inboard, said line having one end secured to the mat structure and having its other end carrying a member adapted to be positioned on the opposite support, the intermediate portion of the line carrying a weight structure operative to sink the line when cast overboard and gradually decrease the weight factor during travel of the line to osition.

igned at New York in the county of New York and State of New York, this 10th day of July, A. D. 1917.

WASHINGTON B. VANDERLIP.

Witnesses:

CORNELIA G; THOMPSON, Joe. G. ABRAMsoN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Iatents, Washington, D. G. 

